Traffic separator



Oct. 21, 1941. I H. s. lPARDEIE 2,260,051

TRAFFIC SEPARATOR Filed June 24, 1940 A 4'sheets-Sheet 1 EAST LANE E N EAST- CENTER LANE wET- CENTER LANE WEST Row Izzi-:zzz: =:::\(WEST TRE/VCH) WEST LANE A 'W W7 E EAsT-CENTER LANE ==(CENTER TRENH) WEST-CENTER LANE WEST Row uP L L .E -(wE-.sr TRENGH) f WEST LANE W/ /ffbx vaz/z/ l EAST LANE EAST ROW UP 2| :l l: l: 21 (EAST TRENCH) E EAsT-cENTER LANE SGENER RowpawNcx zz ..v(CEN1-ER TRE/VCH), W 'l A wEsT- CENTER. LANE WEST Row DOWN. :Izzi- 12: tl m22: -2:(WEST TRENCH) WEST LANE ,W2/7,.

HEM?, s. @Ld-.z

Oct. 2l, 1941. H. s. PARDEE 2,250,051

TRAFFIC sE'PARAToR Fil ed June 24, 1940 4 Sheets-Sheet 2 I s.. m\\\ Q l@ A n I Q Q .Q o S, HHHJH n I I I II I I I I I I I I I Il 'I II Il :I I i: I Il I Oct. 21, 1941, H. s. PARDEE TRAFFIC sEPARAT'oR Filed June 24, 1940 4 Sheets-Sheet 3 0ct. 21, 1941. H; s. PARDEE TRAFFIC SEPARATOR 4 sheetslsheet 4 Filed June 24, 1940 the invention:

Patented ct. 21, 1941 UNITED STATES PTENTA DFFICEI f l 2,260,051 i j v v a TRAFFIC` sEPARAToa. Harvey' S. Pardee, Ravinia, lll.v Application June 24, 19410, serial-No. 342,089

(ci. sin- 1) 11 Claims.

This invention relates to a traflic separator and tra'ic control method and` more specifically .riers to accommodate, without confusion, various conditions and especially volume of traffic in either of two opposite directions; the provision of control means of the class described which may be safely changed from one setting to another while trafc is in motion;A and .the provision of reliable operating means for effecting the end in view, the operations for which may easily be learned. Other objects will be in part obvious and in part pointed out hereinafter.v

The invention accordinglyv comprises the elements and combinations of elements, steps and sequence of steps, features of construction and manipulation, and arrangement of parts which will be exemplified in the structures and methods hereinafter described, andthe scope of the application of which will be indicated in the following claims.

In the accompanying drawings, in which is illustrated one of various possible embodiments of Figs. 1,'2 and v3 aretrafc diagrams illustrating the use of the invention for various traffic volumes;

Fig. 4 is a longitudinal vsection showing certain mechanical features; v

Fig. 5 is a vertical section taken oniline5-f-5 ofFig.4; c g 1 I.'

Fig. 6 is a longitudinal 'schematicv diagram showing certainbarriers in an rarbitrarilydesig'- nated west trench of Figs. 1-3;v t

Fig. 7 is a view similar to Fig: GIb'utfin-an arbitrarily designated center trench ofV Figsil-B; v

Fig. 8 is a `view similarto FigJG but v:in an arbitrarily designatedeast trench of. Figs." l-f3;

Fig, 9 is a diagrammatic view of certain 'pumping apparatus; and, 1

Fig. 1o is an enlarged valve detail. 1

.center lane during change.V

Similar reference characters .indicate corresponding parts throughout the several` views of the drawings. l

In the above-mentioned Jelinek patentdthere is illustrated a rack and gear mechanismE for raisingv an entire barrier, which may be of' any the rack in one direction simultaneously to raise desired length. This is actuated by a pull on f In the system described Yherein thebarrier is basically divided into short sections, 'say` 25 ft. each,and each section is vraised and lowered by means of hydraulic hoists, the hydraulic connections to which are arranged to eifect any desired sequenceyor speed of operation by means of suitable Yvalves and controls. This is intended to be exemplary of various means for obtaining sequential operation. Y- Y 4 -Referring now more particularly to Fig. l, to illustratethe end inview, We may start with the highway divided into two equal east and west por-tions. l The-center barrier row (shown in Asolid lines) is in raised position, preferably about V8-in.-aloove.the road,`while the east and west barrier rows are in lowered positions vflushwith the level of the road. Thus the west and westcenter lanes are open for southbound Atraiiic while the east andveast-center lanes are open for northbound traic,as shown. v a

When the time comes that thevolume of north` bound traiicrgreatly exceeds the southbound, it

,is desired to provide three lanes open` for north- .bound trac andone for'southbound, as in Fig.

vdeflects lthe flow ofjtraic entering the west centerl lane and directs itinto thev west lane. At` thesame time he starts the raising of the .west row of barriers. 1 This raising is progressive,

according to a wavemotion, starting at the north end and the speed of the'wavemotion isvsome- `thing less than the normal speed of vtraiilc. Thus the rraisingof the barriers Vin the westl rowfkeeps behind the lastv rvehicles in the west-center lane 'and thebarriers therefore do not rise out of the ground while vehicles are passing over them. -This has the effect'of 'preventing vehicles directed into the westVV lane from again moving out into the west-centerlane before they reach the vend 'of ,the lane as newly dened by the lifting barriers." Thisfis an advantage overthe Jelinek construction `and avoids confusionfin this west- As .thelast. of theVehicles-clear out voi(Y the west-center laneat the southendLA the west row of barriers is V fully raised shortly thereafter, and

Lthe'goperatorf at the south end, being stationed wherehe'is aware of this-fact, actuates a control to `lower -the center row of 'barriers preferably simultaneously for the whole length, andv then ladmits-northbound traflic to the west-center lane: This completes the operation with three lanes northbound and one southbound, as shown in Fig.2 v.

When the traic again approaches equal volurne in 'both directionsand it -is desired to restore the conditions of vtwo equal lanes in each direction (as in Fig. 1), the traffic in the westcenter lane of Fig. 2 must again be reversed. To.

admits southbound traiii'cito the `west-center lane thus reversing theftr'aic in "thatllane When the Asouthboundtrafic exceeds in volume that 'of the-northbound traic "(Fig'. l3) ,'-the direction of traiic in the east-centerlane is -reversed fed from a single hydraulic line.

a'acdsi tling orifice l1 to limit the flow of fluid from hoi-st lines and thus predetermine vthe time of raising V'and lowering. Ina 300 Ait. length of road there will normally be twenty-four hoists This line is .supplied with hydraulic fluid through a valve, v-lrereina'fter to be described. The fluid is preffrom the south end vinthe manner described V-for `reversing thel traic inthe west-centerlla'neand 'the east row of-barriersis-raised andthe center row lowered. 'Inasimilar manner equal, two- 'lane' traiiic-'in each vdirection Yis *again :restored with `lthe center row inraised position andthe others'down.

In effecting the "progressive Wave 'motion lof barrier raising itis not necessarythat each individual l 4ft-'length partake of -the wavemotion but they may be 'operated-in groups,fvsay 4of 12,

comprising a300 f-t. nlength of roadway. Thus if each'300 ioctgroup takes' approximately 10 seconds to raiseto ybarrier position, Landthe -next Agroup starts Vto rise immediately'fafterwards'the `progress of the -wave will be approximately L20 :Y

M. P. H. andthis rate lwill keep reasonabl-ybehind traiic rclearingou't-of the respectiveelane at,say,

M. P. I-I.

Itis to be understood that the Vcenter row of barriers need not be at the fexact center of the v into `two I lanes of-two vand 'tl1ree paths respectively, the basic principle, stillfapplying. Y

The wave sequence mayy be effected by .any suitable means such:asaprog-ramclock topperate the successive. sections .at any predetermined fl;

intervals by controlling the respectiveghydraulic valves to be described. I prefer, `hovvevento actuate each section (after `the firstfwhich is manually started) by utilizing thesniovementof the preceding section'to Y .actuate .thevalve torn),

the'succeeding section. Thus itan abnormal condition preve'nts'thev raising `of one section the Vfollowing sectionsa're prevented "fromrising until the normal conditions are restored;

While any suitable' means may be used forfz effecting the sectional-raising 'according tothe above described system of "'-operation,\*'prefer to portions Yin -the Aforin of' steel, or' concrete,- boxes These-are-s'et down-into -fa .slot or trench v l il inllthe roadway Whichis lined on the exposed edges with ymetal casti-ng's- I3 (see Figs. 'Ll-and 5). Under eachboxnearleachend `ahydraulic'hoist.i5 is .placed-andi these are arranged .toraisethe .box to .project'about inchesy above the roadway.

In the base of each hoist is an adjustable throtdivide -the'barrier row 'in-to vertically-movable erably derived from a hydro-pneumatic power system such as described in my United States vPatent No. 1,927,752 issued September 19, 1933. Fig. 9 shows the essential parts of this system for the present purpose. The liquid stored under pneumaticpressure in the hydro-pneumatic tank PIis supplied vJoy-a pump PU :drawing from a sump tank ST. The pump .PU "is automatically vout in and out of 'service-as Athe 'pressure `falls below-and reaches predetermined pressure limits. This is done by Ya pressure 'controlled switch CS in the velectric circuit AC of the motor M which drives'pump PU." The .discharge from the Ihoists during the lowering movement is. directed into the sump tank over lines S.

vIt is possible .of course to have rone pressure 'tank 'and lone sump tank for the whole system and run supplyand return lines the-"entire length. However, in Vorder .to minimize piping, I nd it 'convenient to isectionalizethe .power system with a pressure tank, or group of .pressure tanks, and the corresponding sump tank. flocated approximately vat 600 ftyintervalsi. e., foreach pair of -300 ft. sections.

The hoist control Yvalves are located :in the trench at the point of junction :of therst and second A300l ft. sections; at Vthe junction of the third and fourthsection's, and 4so on.r vIn Fig. 6 is shown a typical system for the west barrier row'with six-controlled lsections (of 300 it. length each, for example) and three groups of hoist control valves. It should be noted Vthat in Fig. 4 we see only the end boxes 49 'of box groups forming the controlled sections B1, fBZ, B3 etc., of Figs. 6 and '8, and C1, C2, C3 etc., of Fig."7. In Figs. 6-8, since each group of boxes acts as a barrier unit, only the end ones of the hoists of each unit have been shownand the whole-section is otherwise diagrammed as a unit. This suggests` that for short lengths of roadway, individual boxesmay be sequentially or progressively controlled, and for longer lengths groups of boxes may be controlled as sections, as rdetailed herein.

At the extreme north end of thesystem (Fig.

6) is located the operating valve WVN.' .The system for the east row is identical with that of the -west Vrow but in reversed position (see Fig. 8),

wherein the operating valve-is lettered EVS and is at the south end -of vthe-system.

The valve stems shown at I9 are ofthe sliding "piston type with the central portion 2| reduced in areato provide passage forrfluid. These-valves Aare shown conventionally and separately .for 'the sake vof clearness, although in actual construction they may be assembled with-other parts in a single casting and the interconnections provided by cored passages. The-circuit-principles are clear, howeven'irom'the diagrammatic illustration. Heavy lines indicate power iiuidpipes while'light lines indicate :control and relay circuits. Y

1 As above stated, letters P indicate connections to the hydro i-pneumatic power supply 15T,v and letters S are connections to the sump tank. The .valve WVN is the-manuallyoperated'valve preferablylocated on a pedestalat the north end of the system,V for controlling the West row. The piston of this valve is provided with a button or side of pistons of valves land 4 of each hoistcontrol valve unit J, K, L, for'the entire line C and -these valve pistons l and 4 are immediately raised against the action of lsprings 25 respectively bearing downward on the top of each Ypiston valve. Fluid pressure is also admitted to line E of valve J I and through this valve to line G to the under side of piston valve J2, which also raises this valve. Valve J2 being thus opened, fluid pressure is admitted from P. (heavy line) through J2 to the respective hoist line 2li of barrier BI and this barrier or section of barriers starts to rise at a rate determined by the setting of the orices l1 in the various h oists (two of which are shown).

The set of valves J is located under the junction point between sections Bl and B2 and av lost-motion mechanical connection is provided between the last box of section BI and the piston valve J3. Any type of lost-motion mechanical connection is satisfactory, the one shown being a head 29 on stem R engageable after suitable motion by a surrounding collar 3| fastened to the box Bl.

When the box has risen a predetermined amount the valve J3 is mechanically pulled open and fluid pressure from P is admitted to valve f tions is repeated for sections B3 andB4 in valve ,3 K the same as-described for valve J. The same sequence follows for valve K and so on for as many sections as are provided, as suggested at L. The last No. 5 valve in L is not used, being plugged at 21.

The plug is preferably installed to facili,

tate future extensions of the system. Thus the i entire line of sections is raised progressively in `a wave progression.

. The velocity of the wave can be varied at will by regulating the flow through the hoist orifices zu, t I1 and by adjusting the lost-motion in the mechanical connections 29, 3|. Thus if the valves are opened when the boxes are near the topsvof their movements, the progress of the wave will be slower, while if the lost-motion is taken up near the bottom of the movement the progression will be accelerated.

In lowering the barrier row, the operator movesY the piston of valve WVN to the'lower position and thus connects control line C- :to the sump line S and thus discharges the pressure in line C to the sump tank ST. All the valves l, 2 and 4 then immediately and vsimultaneously drop to discharge position by-action of the compression springs 25 on top. The hoist lines 20 dischargeA to the sump ST and the barrier sections all lower simultaneously for the entire line.

It is to be noted that in the operation of this row of barriers both theraising and lowering operations take place fromthe same end. There 'line 2-of C2. vpoint,piston valve X6 is mechanically pulled is thus but one opera-ting valveWl V' uN for' the row located at the north end for the west row of barriers, and one valve EVS at the south end for ythe east row.

Fig. a is 11k@ Fig. e, except that it illustrates the adaptationto operation from th south end.

ALike numerals are used, except as to valve EVS which is equivalent to WVN.

In the case ofzthefcenter row, however, it is normally necessary to be able to raise or lower from either end at will.,y In this case the relay action is-t'wo-way and the hoist controll valve has six elements.:` f

In Fig. 7 'CVS represents the operating valve on `the south 'end of the system for operating the center row of barriers from the south end, and CVN is an identical valve on the north end for operation from that end. C1 and C2 represent conventionally the 300 ft. sections of boxes adjacent to the north end; C2 and C3 the next pair of sections tothe south andso on, to C5 and C6 the lastpair of sections at the south end. Hoist control valve X, with elements XI, X2, X3, X4, X5 and X6, is located under the junction of sections kC1 and C2; valve Y also with six elements underthe junction of sections C3 and C4; and valve Z Aunder the junction point of sections C5 and C6. As many additional sections as needed may, of course, be used.

The operating valvesCVS and CVN are provided with three positions, upper (for raising), mid-position, and lower (for lowering). Each valveis spring-.biased (see spring 4I) so that it automatically returns to mid-position when manual movement is released. The valve CVN is When CVN is raised toupper position, fluid pressureis admitted to the line D from P which raises all the piston valves numbered 2 and 3. At the-same time pressure is admitted to line A leading n'tothe under side of valve piston XI. 'Ihe Vlower portion of this valve is made of two sepa;- :rable parts 43, 45 (Fig. 10) rso that it may be raised by admitting pressure to either F or E. All of the valve pistons are returned to lowering .position by action of springs 25 on top. When Xl is raised by pressure in F from CVN, fluid pressure is admitted .through X2, which has already been raised by pressure in theline D, to the .hoist line 20 of CI which causes these barrier boxesv (or barrier section) to rise at the rate predetermined by the orifice setting.

The last box of CI is mechanically connected (with lost-motion) to the pistons of valves X4 and X5 (see 29, 3|). As CI rises, valve X4 is mechanically pulled open at some predetermined point of the stroke and pressure is admitted through valve X3 (already open) to the hoist As C2 rises to some predetermined open and pressure is admitted from P through X6 to therelay line E and thence to the under side of piston YI. The cycle described for valve X is :then repeated iorY and so on through valve Z at the south end of the system. It is noted that the Yline E at 6 also feeds back to E at valve XI but ,this has no eiiect at this time because XI is .already opened by pressure under F. It is also noted that the operating valve CVS is in midvposition and the line D closedat the `time the 'barrier rcw is being raised from the northV end,

ready raised) to .the hoist line 20 of C6.

i'hasystern may 4now 'be ,loweredfrom either fend. livi/Ehen eitherCVN or yCVS :is operated `to-,its .lowering position the line `Dlis fconnected tosump and all of the valve pistons of 2 and-.3 .drop to 'the discharge position. simultaneously, by action of .,theirtop Y"springs '2.5, and .thehoist line-s2() V.areaLll Adischarged tothe sump at Athesar-ne time.' lowersthe barriers simultaneously. i Now suppose vitisrdesired v`toraisethe barrier ,rowrom the south end. The operating button Y:of .CVS is. moved to -raising position .'(valveCVN raises, it mechanically pulls open the valve ZS .at .some predetermined point of the stroke and pressure is then admitted from P to line E to piston valve ZI at thepoint where the two parts 43, .45 of the Ypiston are separable. This causes the upper part of the valve to rise and admit Ypressurefrom P through Z2, already raised by action .of'pressure in the line D, to the hoist .line of section-C5. vAs C5 rises it mechanically pulls open valve Z5, at some Ypredetermined setting of the stroke, and this admits pressure through relay line 47 to port A under piston of valve'Yd and raises this valve to admit pressure .to hoist ..line.of.C4 and the sequence of operations above .described for the viirst pair of barrier sections is repeated yfor sections C4 and C3 and so on to the other end of the system.

After `the sections are all raised progressively they may be lowered simultaneously by Ymanual Vactuation of vCVS or CVN to the lowering posi- V.nearesthoist line through va check valve 7c and restricting uoriiice Q to the line D. When pressuregisadinitted to the hoist line .20 of C6 it passes through line 44 through the oriiice Q and check 1c to the line D and maintains the pressure in this line regardless of the slight leakage in the valves 2, E. AThe line .D is thus kept under pressure until one or" theoperating valves is moved to lowering position. The object of the orice Q in the line d3 is to restrict the .flow in this ,line to make up for fthe-leakage .only and to supply a negligible .amountswhen the .operating valve is in lowering position. The `check valve isto prevent ilowtomil wards the hoist line 2t of 'C6 when the line Djis Y v1,927,752,.the valve TV therein shown not being uused in'this application in connection withthe pumping unit.

jIn the spherical tank unsaturated working uid shown simply by dash -lines is" retained in :the central cylindrical tube 5 l1 rand saturated :fluidushown by dash .lines and ,dots is 4mostly OutSide-the-same. CL is .aga-s+ chargingl line 53; connected to the gastank AGT Vforfinitially vcharging vthe system with gaspressur-e. lG is a Agauge `for indicating the pressure in the tank. PU is the conventional pump `driven :by the -motor vMvvliich is started and stopped .according Ato predeterminedlim-its by a conven- -gtional pressurecut-out CS and -fed from the .electric power lines AC. lSTV is the sump, tank rfromfwhich liquid .is pumpedrinto thepressure `tank,'and intowhich the liquid flowsfromythe hoisteylinders whenloweringand from thecon- .trol ylines'when deenergized. S is thesump line connected to vthe `points marked `S onV Figs. 4-'7 and ,-P is ,the pressure ,line connected to the points marked P on said Figs; 447.

It will be seen that by fsectionalizing the sysitem; that is, by providing Asump -and pressure for pairs of 4sections (or less than the whole vnumberofV sectionshsthe Vmain. power is transmitted only for short distances. The distance is 3530 fjfeet each way-'from each storage pressure tank PT. i

'On-.the other hand, the ,action of the valves Vtheniselvesis controlled bythe small connecting Ylines which are shown between rthem, which may be termed relay control lines, since `they simply 'relay the pressure from Aone -valve to another. These small lines, unlike the :main lines, need not Vtransmit substantial ,amounts of energy. For example, therelay lines such vas between E and F in Fig. 6 are composed of 3A; in. tube over a distance of 600 ft. or Vso in one example. Transmission fof substantial hydraulic power required for lactual lifting, if it .were to be vtransmitted for a mile or so, for example, lwould re- .quirel about 3 or l4 .-in. pipe. By sectionalizing `for power transmission over l short distances only, Ithe size of pipe 7necessarymay .bev lreduced to .one inch or less. Y f

Anothery feature of fthe inventionis in the use -ofza fhydraulic power/.system for barrier operation which uses'stored energy, instead of vrelying"forits energygupon direct power as it is fgenerated 'by pumps. Forexample, .each pumping `station:hereinfas shown infFig. 9, has a -small motorY Mof about lone H..P. Nevertheless, while barrier operations proceed, .about 100 Pris expendedfat-each ypumping station. 'That .is to Ysay, the :energy -is ',-stored Athe compressible -gas :at a low rate and 'expended Aat aV high rate. Withdrawal lis made principally VruponV stored energy in the gas and substantial withdrawals VYare not made directlyxfrom pumps, as would be fthe 4case jif Yonly :liquid `were A:used inthe closed .hydraulic system.

'hebarrgiers in the east 'and `west `trenches 1may-be-termed lateral barriers, as ldistinguished gigrom r the barriers of fthev center or 1 4mid trench. Tlre'ftermbarr-ier units fas used herein V'refers Vto single barriers `suchasV Nthe single barrier boxes, or to unit groups of them' operating together, the-operation fof vv'successive 'unit ,groups ibeing according 'to an automatically ycontrolled wave motion. Thusjjoperationmay be sequential fas to Isuccessivesingle-barriers or Aas-to .succesnsive groups fof barriers; reach., group Vbeingcon- -.sidereii asaibarriernnitin thetlatter case. .The

:"roarl. principle lof VYautlznnatically controlled l AwaveL.operation .is the :samein leither case.

viewof theabove, fit will -be seen `that the several objects Loi thl Vinventizin are achieved .and other :advantageous Vresul-ts attained.

,AS .many .changes could be made inthe above constructions'withoutldeparting from'the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

l. A highway traffic separator comprising a series of barrier units forming a line, power means for moving each barrier unit from a depressed to an elevated position, and automatic means for sequentially applying power from said power means to move successive barrier units in the series.

2. A highway traic separator comprising a series of barrier units forming a line, power means for lifting each barrier unit fromv a depressed to an elevated position, and vice versa, automatic means for sequentially applying power from said power means to lift successive barrier units in the series, and means for effecting simultaneous depression of all of the elevated barriers.

3. A highway traiiic separator comprising a series of separate barrier units forming a line, power means for lifting each barrier unit from a depressed to an elevated position, and automatic means for sequentially applying power from said power means to lift successive barrier units in the series to elfect barrier movements in sequence from either end of the line.

4. A highway trailc separator comprising a series of separate barrier units forming a line, power means for lifting each barrier unit from a depressed to an elevated position, automatic means for sequentially applying power from said power means to lift successive barrier units in the series to effect barrier movements by units from either end of the line, manually operable means for initiating action of said power means at either end of the line, an-d means operable manually from either end of the line for effecting simultaneous depression of all elevated barrier units.

5. A highway traiiic separator comprising a sectional main linear barrier normally dividing right from left traffic, automatic means for moving various sections of said barrier from depressed to elevated positions sequentially either from one end or the other, manual control means for initiating each sequence of movement, said manual control means being located respectively at the starting end of said main barrier where the respective controlled sequence starts, manually operable means controllable from either end of the main barrier for lowering all sections, and sectional lateral barriers on opposite sides of the main barrier, automatic means for moving various sections of said lateral barriers from depressed to elevated positions sequentially from one end to the other in the direction of normal trac movement and controllable respectively from the end of the respective barrier from which the 'sequence starts.

6. A highway traic separator comprising a sectional main linear barrier normally dividing right from left traic, automatic means for moving various sections of said barrier from depressed to elevated positions sequentially either from one end or the other, manual control means for initiating each sequence of movement, said manual control means being located respectively at the starting end of said main barrier where the respective controlled sequence starts, manually operable releasing means controllable from either end of the main barrier for lowering al1 sections at once, sectional lateral barriers on opposite sides of the main barrier, automatic means for moving various sections of said lateral barriers from depressed to elevated positions sequentially from one end to the other in the direction of normal traiiic movement and controllable respectively from the end of the respective barrier from which the sequence starts, and manually operable releasing means at the same ends of the lateral barriers for lowering respectively all sections at once.

7. A highway trailic separator comprising a series of separate barrier units forming a line, power means for moving each barrier unit from a depressed to an elevated position, and a series of means individually responsive to operation of individual barrier units to apply the power means toI moving the next successive unit for automatically sequentially effecting barrier movements, whereby the movement of one barrier requires as a condition precedent the movement of a preceding barrier.

8. A highway traflic separator comprisingva series of separate barrier units forming a line, power means for moving each barrier unit from a depressed to an elevated position, and a series of means individually responsive to operation of individual barrier units to apply the power means to moving either adjacent unit for automatically sequentially effecting barrier movements in either direction, whereby the movement of one barrier requires as a condition precedent the-movement of an adjacent barrier, means making the sequence reversible, manual means for initiating sequential power movements from either end of the series of units and manual means for moving all barriers down together from elevated to .depressed positions.

9. A highway traffic separator comprising a series of barriers forming a line, hydraulic lift means for moving successive barriers from depressed to elevated positions in a wave sequence, said hydraulic means comprising an enclosed system including a liquid, a compressor and compressible means for relatively slowly storing energy from the compressor and for relatively fast subsequent expenditure during lifting.

l0. A highway trac separator comprising barriers forming a line, hydraulic means for moving successive barriers from depressed to elevated positions, means for successively effecting barrier movements from said hydraulic means, said hydraulic means comprising a sump tank, pressure tank and pump forming a power unit serving less than the entire number of barriers, valves between successive barriers for effecting successive barrier operation, and relay lines between valves serving a number of barriers greater than served by said power unit. l

1l. A highway traiiic separator comprising groups of barriers forming a line, hydraulic means for moving each barrier group from depressed to elevated positions, means for sequentially .effecting barrier group movements from said hydraulic means, said hydraulic means comprising a sump tank, pressure tank and pump forming a power unit serving a pair of barrier groups, valves between barrier groups for effecting sequential group operation, and relay control lines between valves serving a greater number of barrier groups than are served by said power unit.

HARVEY S. PARDEE, 

